(Gatineau, Quebec, May 17, 2005) - The Transportation Safety Board of Canada (TSB) today releases its final report (A03P0113) into an averted collision above Active Pass, British Columbia, on May 22, 2003. A Helijet helicopter was on an instrument flight rules (IFR) medical evacuation flight from Victoria, British Columbia, to Vancouver Harbour, British Columbia. The helicopter was under the direction of air traffic control (ATC). The controller cleared the helicopter to descend from 3000 to 2200 feet in the vicinity of the Active Pass navigation beacon. Shortly thereafter, the controller alerted the crew to a potential conflict. The crew immediately spotted an aircraft landing light directly ahead and made an evasive right turn to avoid a collision. The oncoming traffic was a Harbour Air DHC-3 Otter on a visual flight rules (VFR) flight bound for Victoria Harbour, British Columbia. That flight was not being directed by ATC as flights operating under VFR are not controlled in this airspace. The pilot of the DHC 3 Otter had just contacted the Victoria Airport controller and, as he completed his climb to 2500 feet approaching Active Pass, he was cleared to enter the Victoria Airport control zone. The pilot was not advised of any conflicting traffic. However, the pilot spotted the medical evacuation helicopter doing an evasive right turn. The DHC-3 Otter did not take any evasive action. The aircraft passed each other at the same altitude with less than 600 feet of lateral separation. In its investigation, the TSB found that neither the pilot of the DHC-3 Otter nor the pilot of the helicopter was advised of each other in a timely manner. The TSB also found that there is a risk associated with ATC providing traffic information service only when time permits and that reliance upon the see-and-avoid principle for aircraft using routes with a high traffic volume may not be sufficient. As well, both aircraft would probably have benefited from an advanced warning had they been equipped with a traffic alert and collision avoidance system (TCAS). Shortly after the occurrence, an airspace study in the Vancouver area was initiated by NAV CANADA, owner and operator of Canada's civil air navigation service since 1996, to determine any required changes in airspace configuration, routes and procedures. The project is due for completion in the autumn of 2005. Both operators involved in this occurrence are participants in the study. In addition, local operators and NAV CANADA are involved in frequent dialogue regarding potential traffic conflicts and the safety of flight operations in the Vancouver area. The TSB is an independent agency that investigates marine, pipeline, railway and aviation transportation occurrences. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. -30- For more information, please contact: John Cottreau Media Relations Advisor (819) 994-8053
